Carburetion device



.July 4, 1961 F. H. GIVEN, sR

CARBURETION DEVICE 4 Sheets-Sheet 1 Filed Feb. 19, 1959 mmv-TOR: Frederick HJGi'ven Sr. BY

ATTORNEY July 4, 1961 F. H. GIVEN, SR 2,990,913

CARBURETION DEVICE Filed Feb. 19, 1959 4 Sheets-Sheet 2 JNVENTok: Frederick H. Given Sr.

ATTORNEY July 4, 1961 F. H. GIVEN, sR 2,990,913

CARBURETION DEVICE Filed Feb. 19, 1959 4 Sheets-Sheet 3 NYA ro m N i123 O E h g.

INVENTOR? Frederick H. Given Sr. BY

ATTORNEY 4 Sheets-Sheet 4 Filed Feb. 19, 1959 IN1/ mmm Frederick H. Gwen Sr.

MM mo'edln.

ATTORNEY internal combustion engines.

gUnited States Patent l 2,990,913 j CARBURETION DEVICE A Frederick H. Given, Sr., Ridgeway Blvd., and' Iroquoisl Drive, Bayshore, N.Y. Filed Feb. 19, 1959, SerlNo-t 794,365

9 Claims. (Cl. 183`23) This invention relates to carburetion devices and pertains more particularly to such a device primarily adapted lfor providing an extremely homogeneous and dry gaseous mixture for consumption by an internal combustion engine.

yOf primary concern in relation to this invention is the provision of a carbureting device which will be effective to deliver -a gaseous fuel which is characterized by the absence of discrete droplets, globules or the like of liquid fuel and which contains substantially no moisture and wherein the carbureting device is effective to remove the heavier 'end products of the liquid fuel normally usedfor Primarily, the above objectives are accomplished by utilizing a mixing device which initially brings into contact a liquid fuel and air in such fashion that the liquid fuel is effectively volatil-ized without being picked up -in the moving air stream in the form of discrete particles, droplets or gluobules vand wherein latter stages of the mixing device incorporate means for reversing the direction of flow to further obv-iate the entrainment of relatively large globules of liquid fuel and wherein the gaseous mixture is finally introduced into a cyclone before the mixture passes to the associated internal combustion engine.

A further object of this invention is to provide a mixing device which will substantilaly completely volatilize a liquid fuel so as to provide ya homogeneous mixture for combustion within an internal combustion engine and in which preheating means is utilized to enhance the volatiliza-tion of the liquid fuel.

Another object of this invention is to provide a mixing device incorporating a primary mixing chamber which is so constructed 4as to provide a liquid fuel wetted surface and with means for directing air at high velocity against such wetted surface so as to efficiently volatilize the liquid fuel and wherein the gaseous mixture is thereafter directed in a tortuous manner to a collecting chamber prior to introduction of the mixture into an internal combustion engine. p A further object of this invent-ion is to provide means for replacing a conventional internal combustion engine carburetor and which is characterized by the ability to so effectively Vaporize and volatilize the liquid fuel used as to provide a substantially dry gaseous fuel to the associated internal combustion engine such that flooding of the engine will not result and to increase the thermal efficiency of the engine and to thereby achieve a greater fuel econo'- my. By providing a substantially dry gaseous mixture as opposed to the non-homogeneous mixture provided by conventional carburetion systems in wh-ich the fuel-air mixture consists largely of a mixture of :air tandV discrete particles or globules of liquid fuel, a more even and rapid burning of the mixture will result tending to obviate after burning and making, in general, for more complete combustion within the engine itself to thus raise the thermal eiciency thereof and eiiect -a greater economy of fuel.

With the :above and other objects in View, the invention consists in the construction and novel combination and arrangement of parts hereinafter fully described, illustrated in the accompanying drawings and pointed out in the claims hereto appended, it being understood that variout changes in the form, proportions, and minor details of construction, within the scope of the claims, may be resorted to without departing trom the spirit or sacridoing any of the advantages of the invention,

Patented July 4, 1961 'P `ICC 4In the drawings: p A

tFIG; l is a diagrammatic view illustrating the component parts of the invention and their relationship to each other;

FIG. 1# is a cross-sectional view .takenl along the lin'e '13;19' to' show in' such a view the relations-hip of the parts;

FIG. 2 is a plan view, partly in section, of one embodiment of the invention and illustrating the relative disposition of the component parts in the assembly;

FIG. 3 isa vertical'section, taken through the assembly shown in FIG. 2, such section Ibeingso taken-as to extend lto one side of one of the cyclone assemblies and to one side of one of the primary mixers;

FIG. 4 is a section similar to FIG. 3 but so taken asto extend through one of the primary mixers;

FIG. 5 is a horizont-al section, taken through the stack, illustrating the disposition of the umbrella therewithin and the vanes which support the umbrella and aid in the spiral ilow ofthe mixture; and

FIG. 6 is an enlarged sectional view taken substantially along the plane of section line 6--6 in FIG. 5 illustrating thendispos'ition land contour of one of the vanes.

Referring at this time more particularly to FIG. 1, reference numeral 10 indicates, in general, a housing assembly within which the component parts of the mechanism are assembled. One of such component assemblies is the primary mixing assembly indicated generally by the reference character 1-1 yand which consists of an elongate air tube or passageway 12 having an inlet neck 13 and vbeing provided with a horizontal upwardly sloping portion 14 terminating at one end in a substantially vertical section 15 having its upper end 16 closed and having the opposite end 17 thereof also closed. Disposed within this tubular assembly is a secondary tube having a vertical leg 1,8 extending downwardly within the leg 15 and having its upper end 19 disposed in spaced relationship to the closed end 16 of such vert-ical leg K15 4and including the downwardly sloping portion 20 housed within the section 14 and joined to the end wall 17 and blocked thereby. The section 20 is provided with a plurality of slanted nozzles or jets 21 which are adapted to impinge air entering the system through the neck :13 tangentially and swirlingly upon the inner surface of the fuel pick up tube 22. This fuel pick up tube 22 is concentrically disposed within the section 14 and surrounds a major portion of ythe section 20, being joined to the end wall 17 and at its opposite end terminating in the upturned portion 23 extending through the bottom wall 24 of the collector box indicated generally -by the reference character 25. The upper wall 26 of this collector box forms a partition presenting in the upper portion of the housing 10 a collector chamber 27, hereinafter more fully described.

The inlet neck 13 of the prima-ry mixing assembly is provided with .a water jacket 28 by means of which this neck is heated, there being an inlet line 29 connected to such water jacket 4and an outlet line 30 extending therefrom. Similarly, the fuel pickup tube 22 is jacketed las at 31 and the inlet line 29 is provided with a branch 32 extending to this latter jacket, such jacket being provided with an outlet 33. This jacketing system is preferably connected to the coolant 'for the associated internal combustion engine and is ydesigned to preheat the air entering the neck 13 and to provide a heated .area to the fuel pick up tube 22 which it surrounds.

Thus, air entering the system through the neck I13 will be rst preheated and will be further preheated by passage around the outside of the jacket 31 :and then will pass in -a sloping upward direction as indicated by the arrows to the vertical neck 15 in surrounding relationship to the Vertical tube d8 and will reverse direction to extend downwardly through the tube 18 as indicated by the arrows and thence into the horizontal downwardly sloping tube portion 20 to be expelled through the nozzles 21 into impinging and swirling or spiraling relationship to the inner surface of the fuel pick up tube 22. The Ifuel pick up tube 22 is connected by means of a fuel line 34 with a reduced delivery section 34 and extending to -a source of liquid fuel and the fuel is metered into the pick up tube 22 into the annular space S between the sloping section 14 ofthe outer tube 12. and the inner tube 22 in such fashion as to provide a continuous wetting faction to the inner surface of the pick up tube 22. Thus, when .the air is ejected from ithe nozzles 21 it will impinge violently upon the inner surface of the tube 22 and scrub the wetted surface thereof to volatilize and vaporize the liquid fuel thereon. This is further enhanced by :the jacketing 31.

The gaseous mixture thus -achieved is then directed upwardly through the vertical portion 23 of the fuel pick up tube and directed against an umbrella-like baiie 35 so that the mixture is directed, as shown by the arrows, downwardly and thence upwardly within the vertical stack 36. The umbrella 35 is supported by a series of vanes such as those indicated by the reference characters 84 and 85 and which vanes yare preferably of air foil configuration in cross section and are angulated upwardly so as Ito cause a spiraling action on the mixture as it progresses upw-ardly after deection by the umbrella into the stack 36. The vvertical stack 36 is separated from the collector box 25 by a vertical partition wall 37 `and the base 38 of this stack is provided with a jacket 39 having -an inlet line '40 which is a continuation of the outlet line 30 for the jacketing 28 and is provided with an outlet line 41 extending to la thermostatically controlled valve 42 to which the outlet line 33 of jacketing 31 is also connected, there being a common outlet 43 to return the heating medium back to the coolant system for the internal combustion engine. The wall 37 is provided with a small drain opening 90 which communicates the umbrella chamber with the -adjacent chamber so that any liquid which is separated from the fuel-air mixture will drain through this opening down the wall 24 into the sump of the system hereinafter described.

'I'he upper end of the stack 36 is housed within `a dome 44 and the upper end 45 of the stack terminates short of the rounded upper end of the dome so that the gaseous mixture is caused to reverse its direction of liow as indicated -by the arrows, and with the open lower end of the dome 44 being within the confines of the collector chamber 27. However, the stack 36 itself -is separated from the chamber 27 by means of a screen or wire mesh 46 which presents a chamber 47 communicating through the wire mesh with the collecting chamber 27. If desired, this chamber I47 may be filled with filtering material, such as charcoal or the like.

Disposed within the collector chamber 27 is a cyclone assembly indicated generally by the reference character 48 having a tangential inlet 49 and an axial outlet 50 which projects outwardly of the housing 10 and is coupled through the frusto-conical member 51 with the intake manifold 52 for the associated internal combustion engine, which manifold includes a conventional butterfly valve 53.

The inlet 49 is provided with a relatively line mesh screen 54 and the outlet 50 is likewise provided with such a screen 55 within a coupling element 51. The intake manifold 52 is provided with a vacuum connection 56 having a valve 57 associated therewith, such connection 56 being made down stream of the throttle valve 53 and the valve 57 being coupled through linkage 58 therewith so that the valve is actuated in unison with the throttle valve to connect the system, through vacuum line 59, with a source of negative pressure.

The housing 10 is provided with an auxiliary air inlet line 60 having a valve 61 associated therewith and with Vsuch valve being controlled in unison with the buttery valve 3 so that the valve 61 is opened as the butterfly valve is open to bleed more air into the housing 10. The

vacuum line 59 has two branches 62 and 63, the branch 62 extending to a residue chamber or housing 64 and such housing being connected by means of the line 65 to the sump 66 of the cyclone assembly 48. Since the housing 64 is subjected to negative pressure, the liquid in the sump 66 will be drawn into the chamber 64 and which chamber is provided with a drain 67 and associated valve 68 for periodic draining.

The other branch 63 of the vacuum line extends to a float assembly 69 which has its interior divided into two chambers normally separated from each other but having a valved communication therebetween. Line 70 extends from the sump 71 to pick up liquid therefrom under the action of the negative pressure in the branch line 63 and dumps such liquid into the oat assembly 69 and, more specifically, into the upper chamber thereof. Upon the liquid level reaching a predetermined height in this upper chamber, the float mechanism associated therewith will simultaneously seal olf the line 63 and communicate the upper and lower chambers of the assembly 69 so that the liquid can flow by gravity through the line 72 back to the liquid fuel tank 73. Then, after the liquid has drained from the upper chamber, the float mechanism will operate to re-establish the vacuum connection between the branch `63 in the upper chamber and to seal ol the upper and lower chambers of the assembly 69 for repetition of the cycle of operations.

'Ihe fuel tank 73 has a fuel line 74 extending therefrom to a pump 75 and this pump maybe of any conventional construction such as the normally encountered type of filtering pump associated with internal combustion engines used with automobiles. The fuel line 76 extends from the pump to an accumulator 77 to which the previously mentioned fuel line 34 is connected. The accumulator is utilized for the purpose of maintaining a noniiuctuating pressure to the fuel pick up tube 22. After the accumulator, there is provided in the fuel line a metering valve 83 to meter the fuel which is delivered to the fuel pick up pipe and to balance the mixing action in the system.

The top wall 26 of the accumulator 25 is sloped downwardly to a drain opening 78 having a drain tube 79 connected thereto and leading therefrom downwardly into the bottom wall 24 and into a sump 80 having a manually controlled drain 81 associated therewith.

The operation of the assembly described above entails the induction achieved through the manifold 52 in response to operation of the internal combustion engine associated therewith but not shown, and which induction places the chamber 27 under negative pressure, thus drawing air in through the neck 13 to ultimately pass through the nozzles 121 and pick up the fuel in the fuel tube 22, the thus mixed gaseous fuel being then impinged against the umbrella 35 to pass upwardly through the stack 36 to be reversed once again by the dome 44 and then passing downwardly into the chamber 47, through the screen 46 and out into the chamber 27. The last reversal of ow of the mixture will tend to throw any droplets or large globules of liquid fuel downwardly toward the upper wall 26 of the collector box 25, which liquid fuel can pass into such collector box through the opening 82 provided in the top wall for this purpose, the bottom wall 24 of the collector chamber 25 being sloped downwardly toward the sump 71 for ultimate collection of such liquid fuel and so that the same may be returned back to the fuel tank through the line 70, the float assembly 69 and return line 72, as previously described.

The liquid fuel or residue which passes through the opening 82 into the collector box is joined by any residue or liquid fuel draining through the opening and this combined residue drains down the wall 24 and into the sump 71 where it is ultimately fed back into the fuel system through the 'fuel line 70 and, of course, the least desirable residue in liquid form which collects on the wall 26 and drains down towards the line 79 will ultimately :progress to the sump 80 which may'be periodically manually drained by means of-thevalve 81 as set forth above.

. Gonsequently, it will be" readily apparent that those residues Which are primarily a result of physical separation from the gas due tothe controlled `path and reversal fof fiw thereof 'and which is re-usable is returned either through the drain opening 90 or the drain opening 82 ultimately back into Vthe gas tank 73, whereas the residue which collectsin thefinal stages of the mixing or rather `just prior to the cyclone stage is rejected by being collected in the sump 80 and dischar-ged through the control *81x `Likewise, the least desirable residue which is collected inthe final mixing stage, that is, within the cyclone 48,vandmor'e especially which is collected in the sump 66 -l`thereof is drained off through the line `65 into the residue chamber 64 and ultimately is bled off or discharged therefrom-through the discharge line 67y under the control of the valve 68. In this manner, the undesirable residues and impurities in the liquid fuel are ultimately rejected from the system and only the more eliicient fractions of the'liquid fuel are used and consumed in the associated internal 'combustion engine.

Meanwhile, the gaseous and substantially dry fuel passes tangentially into the cyclone 48` through the inlet 49 after having first passed through the protector screen 54, and in the cyclone the fuel is once again subjected to a separating ,action tending to effectively and efficiently Aseparate any heavier end products, or liquid fuel droplets `from the gaseous fuel, which liquid will pass into the sump 66 While the gaseous and substantially dry fuel will pass upwardly through the outlet 50, through the screen 55 and into the intake manifold 52. Liquid collected in the sump 66will normally be of so little value l'from a fuel standpoint that i-t is discarded after being collected in the reservoir k64.

The Water ,jacketing 28, 31 and 39 aids materially in overcoming the refrigerating effect of the evaporating liqui'd fuel vto prevent the formation of ice and to assure as complete volatilization of the fuel as is possible.

As a result, Ithe fuel reaches the internal combustion engine in a substantially dry form and the fuel is characterized by its absence of globules or droplets and is of yan extremely stable character at ordinary temperatures 'capable of being pumped long distances without condensation or loss of efficiency as a combustib-le. The arrangement of jets 21 is preferably such as to impart a sweeping or spiraling action to the air for maximum efffiency for picking up the thin film of liquid gasoline smeared over the entire evaporating surface and which, in itself, Will tend to maintain substantially the entire inner surfacearea of the fuel pick up tube wet to spread the film of liquid fuel thinly thereover and thereby increase the efficiency of the evaporation of the fuel. The subsequent movement of the mixture is properly confined `to a tortuous pathY to eliminate by inertia the larger droplets orv discrete quantities of liquid fuel to the ultimate presentation of the mixture to a cyclone assembly which substantially completely removes any traces of discrete quantities of the liquid fuel phase, leaving substantially only a completely volatil-ized fuel-air mixture. The mixture produced by this device is practically dry, `and is not a mixture of air and globules of liquid fuel, but is a practically moistless gas that burns substantially entirely in the working cylinder and does not continue to burn all the way from the cylinder, through the exhaust port and out the exhaust system. Consumption of fuel in the cylinder vduring the power stroke is lowered and less carbon monoxide is produced in the exhaust gases due to the more complete combustion and less heat is lost in the exhaust system due to the lack of after burning. Also, since the fuel is substantially dry, there is no tendency to condense on the cylinder walls for ultimate condensation of the lubricating oil in the crankcase and as a direct consequence also, there is a lack of lubricant dilution par- `ticularly in the critical areasof the compressionrings of the working pistons. Still further, there 4is less carbon deposit 4from incomplete combustion which also increases the longevity of the engine. Less fuel consumption will be manifest and a quicker starting is also an objective due to the impossibility of flooding the engine, together with other ancillary objectives. l

Referring at this time more particularly to FIG. 2, shown therein is a form of a carburetion device similar in purpose to that shown and described in diagrammatic 'FIG. 1 but so constructed and arranged in the disposition of its component parts as to be adapted for use in con junction with an existing type of internal combustion engine such as those used in passenger cars. In an assembly of the type shown in FIGS. 2 4, the same will replace the carburetor and air filter assembly normally used and will mount directly upon the intake manifold similarly to a conventional carburetor.

Such a carburetion device, as can be seen most clearly in FIG. 4, would include a mounting portion adapted to be secured to the base 230i, see particularly PIG. 3, which in turn is mounted upon the intake manifold of the associated internal combustion engine. Bolts such as those indicated by the reference characters 101 and`102 are provide-d for the purpose of fastening the base 230 to the stand 100 and also these will serve to further hold the housing portion or cover in place. The mounting stand portion 100 is provided with a single Vertical passage 103 which is in regis-try with a passage 99 in the base 230 and which latter passageway branches off, for example, into two passageways 123 and 1-24 or any sufficient number thereof which corresponds to the number of intake passages in the mounting ange portion of the associated intake manifold 235.

The stand portion 100 is provided with an annular flange 104 which forms the bottom Wall of the housing for the component parts of the carburetion device and a cover 105 providing the top and side walls for such housing is aixed to this fiange 104 by means of such suitable fasteners as are shown and designated by reference character 106i. Naturally, gasket material is utilized where necessary so that the housing assembly is air tight at any of the joints thereof and especially at the juncture between the cover 105 and the base flange 104.

The top wall 107 is provided with three openings 108, 109 and 110, see particularly FIG. 2, yand fitted Within each of these openings is a vertical air inlet tube 111 as is shown more clearly in FIG. 4.. The upper end 112 of each such tube is snugly fitted within the corresponding opening in the top wall 107 and the lower end 113 of each such tube is fitted within a corresponding opening 114 in the base or mountnig portion I10'() of the carburetion device. Passageways 115, 116 aud 117 extend downwardly from the openings 114 so that downwardly incoming air passing through the inlet tubes 111 will continue in its downward passage through the passageways 11S-117 for ultimate discharge into the three mixing assemblies indicated in FIG. 2 generally by the reference characters 118, "119 and '120. In the region of the lower ends of these passageways 115, 116 and 117, the base 100 is cut away as indicated by the reference character 128 in FIG. 4

and blocks 121 are associated with each of such passageways, being rigidly affixed to the base 100 by suitable fasteners 122 as shown. Each of such blocks is provided with a passageway 123 leading from its corresponding passageways 115, 116 and 117 to further passageways 124, 12'5 and 126 serving the individual mixing assemblies 118, 119 and 120. Each of the openings or passageways 124, 12S and 126 has one end 130 of a generally L-shaped air tube 131 snugly fitted therethrough and fitted generally axially within such air tube is a mixing tube 132 having the open end 133 thereof also snugly fitted within the base 100 as shown in FIG. 4 and extending therefrom to terminate in a closed end 134 disposedfgenerally in the 'the vertical leg 136 of the tube 131.

Surrounding the tube 131 are a series of coils 137 carrying coolant from the associated internal combustion engine and, therefore, being at an elevated temperature -to provide heat to the tube 13'1 similar to the jacketing 31 shown and described in conjunction with FIG. l. Each of Vthe coil systems thus utilized is provided with an inlet end 150 extending through the bottom wall flange 104 and an outlet end 152 also extending through the bottom 'wall flange 104.

With reference to FIG. 3 shown therein are the inlet and outlets for two of the coils 137. In this ligure, these vtwo inlets are indicated by reference characters 123 and 124 and are suitably coupled detachably to outlet nipples on the iiange I104 by means of the coupling members 125 and 126 respectively. The inlet lines 123 and 124 are connected to thermostatically controlled valves 127 and 129 which have lines 130 and 138 leading thereto which are connected to the coolant system of the associated internal combustion engine. The return lines `from the coils are indicated respectively by the reference characters 139 and 140 connected through couplings 141 and 142 to the outlet nipple assemblies 143 and 144 mounted in the flange 104 and which are coupled to the return lines 145 and 146 from the coils 137. It is to be, of course, understood that in the particular assembly shown there are three such coils and correspondingly three inlet lines and three return lines therefrom as well as three thermostatically controlled valves in the inlet lines.

The purpose of the thermostatically controlled valves is to control the temperature of the water to the coils 137 such that the temperature will not be so high as to cause boiling of the `fuel in the fuel pick up pipes. In other words, the thermostatically controlled valves 127 and l129 operate in reverse to the usual thermostatic valve in an engine coolant system. That is to say, the valves 127 and 129 operate to restrict or shut off the ow when the temperature becomes too high rather than the reverse of this operation which is the usual case of the thermostatic valves and internal combustion engine coolant systems. In any event, it is to be understood that the heat supplied by the coils 137 is to perform the function of preheating the fuel so that it is much more readily picked up in the moving air stream but it is not the purpose of the invention to heat the fuel to such an extent that it will actually boil. In this regard, it is, of course, inherent in the peration of the device that a considerable cooling effect takes place due to the evaporation of the fuel as it is being picked up by the moving air stream and it is largely this latent heat of evaporation which is picked up in this process which the heating coils are to offset rather than any physical hea-ting of the mixture itself and it will be appreciated that the evaporation of the fuel and the heat supplied thereto by the coils 137 are intended to be more or less in balance or equilibrium without such unbalance that the fuel either becomes too cold or too hot.

The upper end 136 for each of the tubes 131 forms a support or attaching means for the stacks indicated generally by the reference character 155. Each of such stacks includes a bottom wall 156 provided with a central opening receiving the upper end 136 of the tube and being rigidly affixed thereto. The side wall of each stack is cylindrical as indicated by the reference character 157 and extends upwardly from the bottom wall 156 and terminates in a necked down portion 158 receiving the tubular stack extension 159 therein. 'I'he stack assembly also includes an umbrella `160 located in spaced relation just above the open upper end of the tube 131. The umbrella is preferably supported from the inner side of the stack wall 157 in the manner shown most clearly in FIGS. and 6. In these figures, it will be seen that the umbrella is provided with four radially projecting -vanes 174, 175, 176 and 177 which extend radially outwardly therefrom and are joined thereto and, as well, to

the inner surface of the stack wall 157. As the air is expelled upwardly from the tube 131, it impinges against the undersurface of the umbrella and is caused to reverse its direction to impinge against the bottom wall 156 of the stack and thence upwardly along the side wall 157 thereof toward the upper extremity 159. In 'its progress upwardly along the side wall 157 of the stack, by lvirtue of the disposition and shape of the vanes 174- 177 inclusive, the mixture has imparted thereto a spiraling upward motion. To effect this, the vanes are preferably constructed in the manner shown in FIG. 6 wherein it will be seen that their cross section is of smooth air foil design and that they are upwardly angulated with respect to the horizontal substantially as shown and in corresponding directions throughout so that the desired spiraling motion is achieved.

It is to be appreciated, of course, that some spiraling motion of the mixture is normally present even before the mixture strikes the umbrella 160 or impinges against the Vanes 174-177. This is achieved by virtue of the fact that the air is preferably initially discharged into the fuel pick up tube in such fashion as to be spiraled and in such cases, the vanes merely augment this spiraling action and assure its continuance as the mixture progresses vertically upwardly through the stack. The side wall 157 also is provided at its lower extremity with a circumferential radially outwardly projecting ange 161 serving as a rest for the iilter assembly indicated generally by the reference character 162 which consists of a top wall 163 and a bottom wall 164 interconnected by the Wire mesh screening material 165 and which screening material surrounds the assembly 155 as well as the dome 166. The aforementioned spiraling action is continued as the mixture leaves the upper extremity of the stack 159 and impinges against the undersurface of the dome 166 and as it continues in a downwardly spiraling fashion as a result of its impingement against the undersurface of the dome 166, the mixture will pass over the numerous openings 169 in the side wall 168 of the dome and this spiraling action past these openings will cause an additional scrubbing action on the mixture which aids and abets in the thorough mixing together of the discrete particles of fuel and the air and further enhances the breaking down of the fuel into microscopic portions or globules so as to lend a homogeneity to the air-fuel mixture.

The side wall 157 of the stack 155 is provided with a drain opening 178 immediately above the bottom wall 156 thereof. The purpose of this drain opening is to permit residues or undesirable fuel fractions or those not properly homogeneized into the mixture to collect on the bottom wall 156 and be forced outwardly thereof through the opening 178 and thence into the chamber defined within the housing. Each dome is preferably constructed with a beveled lower edge 167, substantially as shown, and with the lowermost region or skirt portion 168 thereof provided with perforations or openings 169. The upper side 170 of each dome is in the form of a boss having a step or shoulder 171 which extends through a suitable opening in the top wall 163 of the associated filter unit 162 to form a support therefor and the inner surface of the top wall of the cover 105 is provided With depending portions 172 provided with a suitably tapped opening receiving machine screws 173 which serve to secure each dome to the cover 105.

Also located within the housing 105 are a pair of cyclones indicated generally by the reference characters and 181 and each of which is mounted directly on the bottom flange 104 by means of the base portions 182. This base portion 182 is provided with an outlet 183 having connections as later described. Filters 184 and 185 are associated with each of the cyclones and each such filter has a discharge tube 186 and 187 leading tangentially into its associated cyclone and with the discharge of the cyclones being through the discharge Q conduits 1885 and 189 which are connected to a common manifold y19'0. manifold 190 is connected to the -face p1atef191 of the funnel assembly indicated generally Vb'y the reference character 192 and which is directly mounted to the head piece 193 in turnl mounted upon the base 100 substantially as is shown in FIG. 4. The mounting of the head piece 193 upon the portion or stand 100 is effected by a'plurality of bolts .such as thatY indicated by the reference character 179 in FIG. 4 and which bolts project completely through the head piece 193 and into tapped openings in the upper region of the `stand 100 and opening upon the topil-at surface thereof. The periphery of the face plate 192 overlies the outer peripheral face portion 194Y of the funnel piece 195 and is rigidly secured thereto as` by fasteners 196a, the 'small end of the funnel piece 195 being provided with an annular flange 197 mating with a mounting flange 198 on the head piece 193 and secured thereto as by the fas teners 199. Sandwiched between the face plate i191 and the funnel piece 195 is the peripheral edge of a coneshaped screen 200 whose apex is substantially coincidental with the central portion of the discharge opening of the funnel piece 195. Head piece 193 is provided with an L-shaped passageway 201 communicating the former with thepreviously mentioned passageway 103 and by means of which the carburetor device discharges into the intake manifold. j

, ALeading into the funnel assembly is an air bleedtube 210 which extends through the face plate 191 and through the side wall of the cover 5 and is provided with a manually adjusted control valve 211 thereat, which control valve is of the needle type.

The base 100 is provided with a reservoir space 212 provided with a removable bottom plate 213 secured thereto as by a plurality of fasteners 214, there being a oat assembly indicated generally by reference character 215 mounted within such reservoir space and controlling the level of liquid fuel 216 present in the reservoir space. There is a vent 196 communicating the reservoir 212 with the interior of the carburetor housing so as to permit the fuel to attain the proper level within the reservoirrspace as' controlled by the float valve assembly associated with the float. Reference character 217 represents a fuel line connection between the the reservoir space 212 and a threaded opening 218 in the flange 104 to which a fuel line may be connected for feeding fuel under pressure into the reservoir space 212. 'I'he float assembly 215 may be of the conventional type utilized in conjunction with carburetors of internal combustion engines and includes a float 220 pivoted by means of pin 221 to a bracket 222 fixed to the member 100 and with the oat 220 operating to engage againstvthe needle valve 223 to permit fuel to flow intothe reservoir space 212 until such time as the fuel level therein has reached the point to which the assembly has been adjusted.

The bottom plate 213 is provided with an outlet nipple 224 connecting the line 225 thereto which leads over to a further nipple 226 communicating with the interior of the tube 131 and thus permitting the fuel level within such tube to be at the same level as is within the float chamber or reservoir space 212. The tube 132 is provided with a series of angularly olset nozzles or orilces 227 which are adapted to direct the incoming air angularly against the inner surface of tube 1'31 and, more particularly, the wetted surface of the section 13-5 thereof. Due to the level tended to be maintained within the tube 131 by virtue of the level in the oat chamber 212, the inner surfaceV of the tube 131 will be well wetted at all times.

The base of the carburetor is shown most clearly in FIG. 3 and is indicated therein generally by the reference character 230 and will be seen to consist essentially of a body 231 having a water jacket space 2312 therein having connections to the internal combustion engine coolant for preheating the mixture passing through the body 231. The lower end of the body is provided with a ang'e 233 .by means' of which it is bolted, as by fasteners 234 to theY intake manifold 235 of the associated `internal combustion engine and the body 231 pivotally mounts a conventional butterlly valve 236 therein, mounted on the throttle rod 237,-the throttle rod being connected to a lever 238, in turn connectedto the linkage 239 for controlling the position of the throttle valve or butteriiy in the conventional manner.

Referring once more to FIG. 3, the reference numeral 240 therein designates an inlet line for liquid fuel which is coupled as at 241 to the inlet nipple 242 which communicates with the oat chamber 212. It is to be understood that a metering valve, such as that indicated by the reference character '86 in FIG. l, is utilized in this inlet line 240 and, ofcourse, there is a fuel pump associated with the internal combustion engine for forcing the fuel through the metering valve and into the lloat chamber.

.Mounted on the undersurface of the flange 104 is a water trap indicated generally by the reference character 243 and which may be of more or less conventional design.V That is to say, the same incorporates a glass or similar type of bowl 2144 having its open upper end gasketed against the undersurface of the ange 104 and being held in sealed engagement thereagainst by means of the wire hoop or bale 245 which carries the nut member 246 which, in turn, presses the cup 247 against the underside of the bowl and thus presses it firmly upwardly to sandwich the gasket, not shown, between the open upper end of the bowl and the undersurface of the llan'ge 104. Extending through the flange 104 and into the bowl is a dump line 248 which extends upwardly therefrom as shown in dotted lines in FIG. 3 for connection to the bottom of the sump indicated generally by the reference character 249 and which is located in the upper region of the carburetor body or housing.

There are two of these sump assemblies as can be seen most clearly from FIG. 2, the same being designated therein by the reference characters 249 and 250. Each of the sump assemblies has a lloat 251 located therewithin and extending into the top of each of the float assemblies is a vacuum line 252 which corresponds to the line 63 in FIG. l and also extending into the top of each sump assembly is the upper end 253 of the pick up line 248 whose lower end is located within the bowl 2144 but in spaced relation above the bottom thereof. The line 248 and its upper end 253 corresponds to the line 70 in FIG. l and it will be appreciated that the residue which collects within the carburetor body will drain into the bowl 244 with the heavier undesirable fuel fractions such as entrained water and the like collecting in the bottom of the bowl and with the line 248 picking up the usable fractions at some point spaced above the bottom of the bowl and returning it into the sump assemblies, in theidentical manner in which the line 70 returns the residues to the assembly 69 in FIG. l.

The bottom wall 260 of each sump assembly is provided With an outlet orifice or passageway 26-1 controlled by a needle valve 262 which is, in turn, connected to the associated float 251 and the passageway is coupled to a return line 263 which leads to the upper region of the ,stand portion 100. This return line 263 may either communicate with a line which leads back to thefuel tank or may dump back into the liquid fuel pick up pipes 131, as desired.

In addition to the previously and above-mentioned jacketing, it is preferred that the base of the carburetor be provided with additional heating means in the form of the previously mentioned jacket 232 which has inlet and outlet nipples 266 and 267 respectively by means of which water inlet and outlet lines may be connected thereto and which jacketing may be thermostatically controlled similar to the manner in which the coils 137 are thermostatically controlled.

A vacuum line nipple 270 is mounted in the upper portion of the body 105 and the vacuum line 271 is connected thereto and this line may be used for various purposes such as for actuation of windshield wipers of the vehicle and the like.

As this invention may be embodied in several forms Without departing from the spirit or essential characteristies thereof, the present embodiment is therefore illustrative and not restrictive, and since the scope of the invention is defined by the appended claims, all changes that fall within the metes and bounds of the claims or that form their functional as well as conjointly cooperative equivalents are therefore intended to be embraced by those claims.

I claim:

l. A carbureting device comprising a housing having an air inlet and having a discharge, a mixing tube assembly connected to said air inlet and including inner and outer tubes disposed substantially concentrically with respect to each other, means for introducing liquid fuel for lapplication upon the inner surface of said outer tube and said inner tube having a plurality of discharge orices therein for impinging incoming air against the fuel wetted inner surface of the outer tube, a collector assembly connected to said outer tube and receiving the gaseous fuel mixture therefrom, said collector assembly including a pair of stacks disposed substantially concentrically with respect to each other with the outer of such stacks having a domed end from which the terminal end of the inner stack is spaced, the outer stack discharging into said housing, a cyclone assembly associated with said housing for receiving gaseous fuel mixture therefrom `and having its discharge connected to the rst mentioned discharge.

2. A carbureting device comprising a housing having an air inlet and having a discharge, a mixing tube assembly connected to said lair inlet and including inner and outer tubes disposed substantially concentrically lwith respect to each other, means for introducing liquid fuel for Iapplication upon the inner surface of said outer tube and said inner tube having a plurality of discharge orifices therein for impinging incoming air against the fuel wetted inner surface of the outer tube, a cyclone assembly associated with said housing for receiving gaseous fuel mixture therefrom and having its discharge connected to the rst mentioned discharge.

3. A carbureting device comprising a housing having jan air inlet and having a discharge, a mixing tube assembly connected to said air inlet and including inner and outer tubes disposed substantially concentrically with respect to each other, means for introducing liquid fuel for application upon the inner surface of said outer tube and said inner tube having a plurality of discharge oriices therein for impinging incoming air against the fuel wetter inner surface of the outer tube, a collector assembly connected to said outer tube and receiving the gaseous fuel mixture therefrom, said collector assembly including a pair of stacks disposed substantially concentrically with respect to each other with the outer of such stacks having a domed end from which the terminal end of the inner stack is spaced, the outer stack discharging into said housing, a cyclone assembly associated with said housing for receiving gaseous fuel mixture therefrom and having its discharge connected to the first mentioned discharge, said outer tube having a Water jacket therearound and there being connections from said water -jacket to the coolant system of an associated internal combustion engine.

4. A carbureting device comprising a housing having an air .inlet and having a discharge, a mixing tube assembly connected to said air inlet and including inner :and outer tubes disposed substantially concentrically with respect to each other, means for introducing liquid fuel for application upon the inner surface of said outer tube .and said inner Vtube having a plurality of discharge orices therein for impinging incoming air against the fuel 12 wetted inner surface of the outer tube, a cyclone'assembly associated with said housing for receiving gaseous fuel mixture therefrom and having its discharge connected to the lirst mentioned discharge, said outer tube having a water jacket therearound and there being connections from said water jacket to the coolant system of an associated internal combustion engine.

5. A carburetor device comprising a housing provided with an air inlet and a gaseous fuel outlet, a mixing assembly disposed within said housing and having connection with said air inlet, said mixing assembly including inner and outer concentrically disposed tubes, means for wetting the inner surface of said outer tube with liquid fuel and said inner tube being connected to said air inlet and having discharge means directing air against the inner surface of said outer tube for volatilizing fuel on the wetted surface rthereof, said outer tube having a vertically upwardly extending discharge end, an umbrella bae disposed over and in spaced relationship to said discharge end of the outer tube, a stack assembly communicating with said discharge end of the outer tube and including inner and outer stacks disposed concentrically with respect to each other, the inner stack terminating short of the upper end of said outer stack and such upper end of the outer stack being in the form of a dome and discharging into said housing, a cyclone assembly associated with said housing for receiving gaseous fuel and having a discharge connected to the discharge of said housing.

6. A carbureting device comprising a housing having an air inlet and having a discharge, a mixing tube assembly connected to said air inlet and including inner and outer tubes disposed substantially concentrically with respect to each other, means for introducing liquid fuel for application upon the inner surface of said outer tube and said inner tube having a plurality of discharge orices therein for impinging incoming air against the fuel wetted inner surface of the outer tube, a collector assembly connected to said outer tube and receiving the gaseous fuel mixture therefrom, said collector assembly including a pair of stacks disposed substantially concentrically with respect to each other with the outer of such stacks having a domed end from which the terminal end of the inner stack is spaced, the outer stack discharging into said housing, a cyclone assembly associated with said housing for receiving gaseous fuel mixture therefrom and having its discharge connected to the first mentioned discharge, and a drain assembly for collecting liquid fuel fractions from said cyclone assembly.

7. A carbureting device comprising a housing having an air inlet and having a discharge, a mixing tube assembly connected to said air inlet and including inner and outer tubes disposed substantially concentrically with respect to each other, means for introducing liquid fuel for application upon the inner surfaceV of said outer -tube and said inner tube having a plurality of discharge orifices therein for impinging incoming air against the fuel wetted inner surface of the outer tube, a cyclone assembly associated with said housing for receiving gaseous fuel mixture therefrom and having its discharge connected to the first mentioned discharge, and a drain assembly for collecting liquid fuel fractions from said cyclone assembly.

8. A carburetor device comprising a housing provided with an air inlet and a gaseous fuel outlet, a mixing assembly disposed within said housing and having connection with said air inlet, said mixing assembly including inner and outer concentrically disposed tubes, means for wetting the inner surface of said outer tube with liquid fuel and said inner tube being connected to said air inlet and having air discharge means directing air against the inner surface of said outer tube for volatilizing fuel on the wetted surface thereof, said outer tube having a vertically upwardly extending discharge end, an umbrella bafe disposed over and in spaced relationship to said discharge end of the outer tube, a stack assembly communioating with said discharge vend of the outer tube and including inner and outer stacks disposed concentrically with respect to each other, the inner stack terminating short of the upper end of said outer stack and such upper end of the outer stack being in the form of a Idome and discharging into said housing, a cyclone assembly associated with said housing for receiving gaseous fuel and having a discharge connected to the discharge of said housing, and a drain assembly for collecting liquid fuel fractions from said cyclone assembly.

9. A carburetor device comprising a housing provided with an air inlet and 'a gaseous fuel outlet, a mixing assembly disposed Within said housing and having connection with said air inlet, said mixing assembly including inner and outer concentrically disposed tubes, means for wetting the inner surface of said outer tube with liquid fuel and said inner tube being connected to said air inlet and having air discharge means directing air against the inner surface of said outer tube for volatilizing fuel on the -wetted surface thereof, said outer tube having la vertically upwardly extending discharge end, an umbrella baffle disposed over and in spaced relationship to said discharge end of the outer tube, a stack assembly communicating with said discharge end of the outer Itube and including inner and outer stacks disposed concentrically with -respect to each other, the inner stack terminating short of the upper end of said outer stack and such upper end of the outer stack being lin the form of a dome and discharging into said housing, a cyclone assembly associated with said housing for 4receiving gaseous fuel and having a discharge connected to the discharge of said housing, said outer tube having a water jacket therearound and there being connections from said water jacket to the coolant system of an associated internal combustion engine.

References Cited in the le of this patent UNITED STATES PATENTS 1,362,251 Kellogg Dec. .14, 1920 v1,779,364 Trussell Oct. 21, 1930 1,809,531 Pogue June 9, 1931 1,915,427 Kowalewski June (2.7, 1933 

